JP2010013012A - Collision predicting device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a collision predicting device capable of determining the possibility of a collision between one's own vehicle and the other vehicle with a high degree of accuracy. <P>SOLUTION: This collision predicting device is provided with an angle measuring means, and a collision determining means. The angle measuring means measures the angle of the travelling direction of the other vehicle relative to that of the own vehicle. The collision determining means determines the possibility of the collision by using at least one of the angle or a change in the angle. Thus, the possibility of the collision between the own vehicle and the other vehicle can be determined with a high degree of accuracy by a simple method. That is, by measuring the angle of the travelling direction of the other vehicle to that of its own vehicle, and by determining the possibility of the collision by using the angle or the change in the angle, a case with high possibility of collision between the own vehicle and the other vehicle and a case with low possibility can be distinguished. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a collision prediction apparatus for a vehicle, and more specifically, a collision prediction apparatus that predicts a collision between the own vehicle and the other vehicle from an angle of the traveling direction of the other vehicle with respect to the traveling direction of the own vehicle or a change in the angle. About.

Conventionally, a device for measuring the distance and angle between the host vehicle and an obstacle using a sensor or the like and predicting in advance what type of collision, that is, what type of collision angle and collision speed, has been proposed. ing. For example, in Patent Document 1, the position of an obstacle is obtained by triangulation using two distance measuring sensors, and the angle between the host vehicle and another vehicle is obtained from the locus of the position. The collision speed is accurately predicted. Further, based on the prediction, the occupant is appropriately protected by changing the deployment speed of the airbag as the occupant protection means.
JP-A-10-59120

  However, the technique described in Patent Document 1 predicts a collision mode at the time of collision, and does not provide a collision avoidance unit that predicts whether to collide or does not collide. Moreover, it is not sufficient to distinguish from the case of not colliding due to passing or the like by simply determining the collision angle and collision speed at the moment of collision and determining whether or not to collide.

  Therefore, an object of the present invention is to provide a collision prediction apparatus capable of accurately determining the possibility of collision between the host vehicle and another vehicle.

  The present invention employs the following configuration in order to solve the above problems. That is, 1st invention is a collision prediction apparatus which estimates the collision with the other vehicle which moves toward the course of the own vehicle, and the own vehicle. 1st invention is provided with an angle measurement means and a collision judgment means. The angle measuring means measures an angle of the traveling direction of the other vehicle with respect to the traveling direction of the host vehicle. The collision determination means determines the possibility of collision using at least one of the angle and the change in angle.

  According to the present invention, it is possible to accurately determine the possibility of collision between the host vehicle and another vehicle by a simple method. That is, by measuring the angle of the traveling direction of the other vehicle with respect to the traveling direction of the own vehicle and determining the possibility of collision using the angle or a change in the angle, there is a possibility that the own vehicle and the other vehicle collide. A high case can be distinguished from a low possibility of a collision.

  In a second aspect, in the first aspect, the collision determination means may determine that the collision probability is higher when the angle is in a predetermined range including a right angle than when the angle is not within the predetermined range.

  According to the present invention, depending on the angle between the host vehicle and the other vehicle, it is possible to distinguish between a case where the host vehicle and the other vehicle pass each other and a case where there is a high possibility of a collision such as an encounter.

  In a third invention, in the first invention, the collision determination means is a direction in which the angle departs from the right angle when the angle changes in a direction approaching a right angle when the angle is not within a predetermined range including the right angle. The possibility of collision may be determined to be higher than the case where the change is made.

  According to this invention, by considering the change in the angle between the host vehicle and the other vehicle, more accurately, when the host vehicle and the other vehicle pass each other, and when there is a high possibility of a collision such as encounter Can be distinguished from each other.

  According to a fourth aspect, in the first aspect, the collision determination means determines that the collision probability is lower when the change in angle is equal to or greater than the predetermined value than when the change in angle is smaller than the predetermined value. Good.

  According to the present invention, when a large change in angle that is physically impossible due to an error or the like is detected, it is possible to determine the possibility of a collision in consideration of the change. Also, it is determined that the possibility of a collision is high when the change of the angle is small, such as when the host vehicle and another vehicle cross each other at an intersection, or when the host vehicle and the other vehicle are running on opposite curves. can do.

  In a fifth invention, in the first to fourth inventions, the collision determination means may determine whether to collide or not to collide using at least one of an angle or a change in angle.

  According to the present invention, it is possible to determine whether or not the host vehicle and the other vehicle collide with each other by a simple method.

  In a sixth invention, in the first to fourth inventions, the collision determination means may calculate a value indicating the possibility of collision using at least one of an angle or a change in angle.

  According to this invention, it is possible to quantitatively determine the possibility of collision between the host vehicle and another vehicle.

  In a seventh invention, in the sixth invention, the collision determination means uses a value indicating the possibility of collision as a threshold value, and determines whether to collide or not to collide depending on the magnitude relationship between the parameter used for collision determination and the threshold value. You may judge.

  According to the present invention, it is possible to more accurately determine whether the host vehicle and another vehicle collide.

  In an eighth invention according to the first to seventh inventions, the angle measuring means may include a detection unit and an angle determination unit. A detection part detects the light beam spot which the other vehicle irradiated on the road surface of the other vehicle advancing direction by making the predetermined area on the road surface of the own vehicle advancing direction into a detection area. The angle determination unit determines an angle from the light beam spot detected by the detection unit.

  According to the present invention, the angle between the host vehicle and the other vehicle can be measured by a simple method. That is, by detecting the light beam spot irradiated by the other vehicle in the traveling direction, the own vehicle can easily determine that the other vehicle is approaching the own vehicle, and the angle between the own vehicle and the other vehicle. Can be requested.

  According to a ninth aspect, in the eighth aspect, the other vehicle has a first pattern in which a plurality of light beam spots irradiated at a predetermined time interval are connected to each other in the irradiation order and the directions of the trajectories are different. And at least two patterns of the second pattern. The angle determination unit includes a difference between a time interval in which the detection unit detects a plurality of light beam spots included in the first pattern and a time interval in which the detection unit detects the plurality of light beam spots included in the second pattern. The angle may be determined from

  According to the present invention, by calculating the time interval difference between the light beam spots of the first pattern and the second pattern, whether the angle between the own vehicle and the other vehicle is an angle close to a right angle or an angle far from the right angle. Can be determined.

  In a tenth aspect, in the ninth aspect, an irradiation means may be further provided. The irradiation means irradiates a plurality of light beam spots irradiated at a predetermined time interval with at least two patterns of a first pattern and a second pattern having different trajectory directions connecting the plurality of light beam spots in the irradiation order. May be.

  According to this invention, the presence of the host vehicle can be informed to the other vehicle, and the other vehicle can measure the angle with the host vehicle.

  In an eleventh aspect, in the tenth aspect, the first pattern has a light beam spot locus drawn from the left side to the right side with respect to the traveling direction of the host vehicle, and the second pattern has a plurality of light beam spots. The trajectory of the light beam spot may be drawn so that the direction of the trajectory connected in the irradiation order is opposite to that of the first pattern.

  According to the present invention, the irradiating means irradiates the light beam spot of the right scan and the left scan. When the absolute value of the time interval difference between the light beam spots of the right scan and the left scan is large, it can be determined that the angle between the host vehicle and the other vehicle is close to a right angle. Furthermore, the host vehicle can determine whether the other vehicle is approaching from the right or approaching from the left, depending on whether the time interval difference is positive or negative.

  In a twelfth aspect, in the eighth aspect, the other vehicle may irradiate the plurality of light beam spots such that the plurality of light beam spots are arranged on a substantially straight line. The angle determination unit may determine the angle from the number of light beam spots detected by the detection unit.

  According to the present invention, the angle between the host vehicle and the other vehicle can be obtained by a simple method. That is, it is possible to determine whether the host vehicle and the other vehicle are close to a right angle or far from a right angle simply by counting the number of light beam spots.

  In a thirteenth aspect, in the twelfth aspect, irradiation means may be further provided. The irradiating means may irradiate the plurality of light beam spots so that the plurality of light beam spots are arranged on a substantially straight line.

  According to this invention, the presence of the host vehicle can be informed to the other vehicle, and the other vehicle can measure the angle with the host vehicle.

  In a fourteenth aspect based on the thirteenth aspect, the plurality of light beam spots may be irradiated such that a line connecting the plurality of light beam spots is substantially perpendicular to the traveling direction of the host vehicle. The detection unit may be set such that the length of the detection region in the direction perpendicular to the traveling direction of the host vehicle is shorter than the length in the traveling direction of the host vehicle.

  According to this invention, when the number of detected light beam spots is large, it can be determined that the host vehicle and the other vehicle are at an angle close to a right angle.

  In a fifteenth aspect, in the first to seventh aspects, the angle measuring means may measure the angle from a relative position of another vehicle detected by a radar or a camera image.

  According to the present invention, the angle between the host vehicle and the other vehicle can be measured by a well-known simple method.

  In a sixteenth invention, in the first to seventh inventions, the angle measuring means may measure the angle with the other vehicle by obtaining the position of the other vehicle obtained by GPS through inter-vehicle communication.

  According to the present invention, the angle between the host vehicle and the other vehicle can be measured by a well-known method.

  According to a seventeenth aspect, in the first to sixteenth aspects, when the collision determination means determines that there is a collision, the collision determination means includes support means for providing assistance for avoiding a collision or protecting the passenger. May be used to assist the passenger.

  According to this invention, it is possible to provide assistance to the occupant according to the collision determination. That is, it is possible to provide assistance for collision avoidance by performing warning, braking and steering control for the driver. Moreover, an occupant can be protected in the event of a collision by an airbag device or the like.

  According to the present invention, it is possible to accurately determine the possibility of collision between the host vehicle and another vehicle by a simple method. That is, it is possible to distinguish between the case where the collision possibility is high and the case where the collision possibility is low, based on the angle between the host vehicle and the other vehicle or / and the change in the angle.

(First embodiment)
The invention according to the first embodiment of the present invention will be described below with reference to FIGS. FIG. 1 is a block diagram illustrating a configuration of a collision prediction apparatus according to the first embodiment. The collision prediction apparatus 1 predicts a collision between another vehicle that moves toward the course of the host vehicle and the host vehicle. The collision prediction apparatus 1 includes an angle measurement unit 2, a collision determination unit 3, and an irradiation unit 4. The angle measuring means 2 measures the angle of the traveling direction of the other vehicle with respect to the traveling direction of the host vehicle. The collision determination means 3 determines the possibility of collision using at least one of the angle and the change in angle. The collision determination unit 3 is connected to the notification unit 5, the travel control unit 6, and the occupant protection unit 7. The irradiation means 4 irradiates a plurality of light beam spots with a first pattern and a second pattern on the road surface in the traveling direction of the host vehicle. There are various methods for obtaining the angle, as will be described later. Here, as an example, the angle is measured using the angle measuring means 2 shown in FIG. Moreover, in this embodiment, the collision determination means 3 performs a collision determination only by an angle. Hereinafter, each part of the collision prediction apparatus 1 according to the present embodiment will be described.

(Description of each part of the collision prediction apparatus 1)
The angle measuring means 2 measures the angle between the host vehicle and the other vehicle when the host vehicle receives the light beam spot irradiated by the other vehicle. As shown in FIG. 1, the angle measurement unit 2 includes a detection unit 11 and an angle determination unit 12. Details of the angle measuring means 2 will be described later.

  The collision determination unit 3 determines the possibility of collision using the angle of the traveling direction of the other vehicle with respect to the traveling direction of the host vehicle measured by the angle measuring unit 2. Moreover, predetermined assistance is performed according to the determination result. The predetermined assistance is assistance by at least one of notification means 5, travel control means 6, and occupant protection means 7, which will be described later. Details of the collision determination means 3 will be described later.

  The irradiation means 4 is disposed so as to irradiate the light beam spot in the traveling direction of the vehicle (front of the vehicle). The irradiation unit 4 includes a beam generator 16, a beam shaping lens 17, a polarization shaper 18, and a scan actuator 19. The beam generator 16 is composed of, for example, a semiconductor laser device, and generates light having a predetermined wavelength. In the present embodiment, the beam generator 16 generates light having a wavelength in the infrared region. The beam generator 16 generates a light pulse. The timing for generating the light pulse is controlled by the collision determination means 3. The beam shaping lens 17 shapes the light beam generated by the beam generator 16. The polarization shaper 18 polarizes the light beam by reflecting a part of the component perpendicular to the incident surface of the light beam output from the beam shaping lens 17. The scan actuator 19 emits the light beam polarized by the polarization shaper 18 in a desired direction. In the present embodiment, by controlling the scan actuator 19 and the beam generator 16, two patterns of light beam spots are formed. The light generated by the beam generator 16 is not limited to light having an infrared wavelength, and may be light having any wavelength. Further, the irradiation means 4 is not limited to the above configuration, and any configuration may be used as long as it irradiates at least two patterns of light beam spots.

  Next, with reference to FIG. 2A to FIG. 3, the light beam spots of two patterns formed by the irradiation unit 4 will be described. 2A and 2B are diagrams showing a detailed configuration of the scan actuator 19. 2A is a view of the scan actuator 19 as viewed from the side, and FIG. 2B is a view of the scan actuator 19 as viewed from above. 2A and 2B (and FIG. 3), the left side of the figure corresponds to the front of the vehicle. As shown in FIGS. 2A and 2B, the scan actuator 19 includes a polygon mirror 21 and a reflecting mirror 22. The polygon mirror 21 has a columnar shape composed of an upper surface, a lower surface, and six side surfaces 21a to 21f. From the side surface 21a to the side surface 21f, polygonal surfaces (referred to as approximate curved surfaces) formed by planes and a large number of planes are alternately arranged. That is, as shown in FIG. 2B, the side surfaces 21a, 21c, and 21e are configured by flat surfaces, and the side surfaces 21b, 21d, and 21f are configured by approximate curved surfaces. Here, the side surfaces 21a, 21c, and 21e configured by planes are referred to as A regions, and the side surfaces 21b, 21d, and 21f configured by approximate curved surfaces are referred to as B regions. Further, the polygon mirror 21 can rotate clockwise around the rotation shaft 21g. The curvature of the approximate curved surface in the region B is set to be larger than the curvature of the hexagonal circumscribed circle around the rotation axis 21g. The polygon mirror 21 is not limited to the above configuration, and may have any shape as long as it has an A region and a B region on the side surface. For example, the polygon mirror 21 may have an octagonal top surface and bottom surface and eight side surfaces. Good. In addition, the A region and the B region are not necessarily arranged alternately.

  The light beam generated from the beam generator 16 is reflected by the reflecting mirror 22 and enters one side surface of the polygon mirror 21, for example, the side surface 21a. The light beam incident on the side surface 21a is reflected by the side surface 21a and emitted to the front of the vehicle. When the polygon mirror 21 rotates, the light beam is reflected by, for example, the side surface 21b and emitted forward of the vehicle. Next, the light beam spot pattern formed by the irradiation unit 4 when the polygon mirror 21 is rotated will be described.

  FIG. 3 is a diagram illustrating a light beam spot pattern formed when the polygon mirror 21 is rotated. 3 (Aa) to (Ac), when a plurality of light pulses are generated from the beam generator 16 according to the rotation angle of the polygon mirror 21 (three pulses in the figure), the incident light (dashed line) is a polygon. This shows the direction in which the reflected light (solid arrow) is emitted when it is reflected by one surface of the A region of the mirror 21. As shown in (Aa) to (Ac) of FIG. 3, the light beam reflected by the A region is emitted in the same direction as the rotation direction of the polygon mirror 21. A plurality of light beam spots reflected by one surface of these A regions are irradiated on the road surface, and they are drawn on a substantially straight line from the left to the right as viewed from the vehicle. This is called right scanning.

  On the other hand, the light beam reflected by the region B is emitted in a direction as indicated by (Ba) to (Bc) in FIG. 3 (Ba) to (Bc), when a plurality of light pulses are generated from the beam generator 16 in accordance with the rotation angle of the polygon mirror 21 (here, three pulses), the incident light (broken line) is converted into the polygon mirror. 21 shows the direction in which the reflected light (solid arrow) is emitted when it is reflected by one surface of area B. As shown in FIG. 3 (Ba), the region B is a substantially curved surface whose curvature is larger than the curvature of the hexagonal circumscribed circle, and therefore incident light is reflected in the opposite direction to (Aa). Similarly in (Bc), the incident light is reflected in the opposite direction to (Ac). That is, the light beam reflected by the region B is emitted in the direction opposite to the rotation direction of the polygon mirror 21. A plurality of light beam spots reflected on one surface of these B regions are irradiated on the road surface, and they are drawn on a substantially straight line from the right to the left as viewed from the vehicle. This is called a left scan.

  As described above, if the polygon mirror 21 is configured, the irradiation unit 4 can irradiate light beam spots having two different patterns, that is, a right scan and a left scan. In the present embodiment, for example, the right scan is irradiated by the side surface 21 a of the polygon mirror 21, and the left scan is irradiated by the side surface 21 b of the polygon mirror 21. The time for which the polygon mirror 21 makes one rotation is α (sec). In addition, the time interval between the three light beam spots included in each of the right scan and the left scan is β (sec). For example, β is set to a time from 1/100 to 1 / several hundreds of α. When the three light beam spots are respectively irradiated to the side surface 21a and the side surface 21b at the time β interval while the polygon mirror 21 is continuously rotated, the patterns of the right scan and the left scan are alternately irradiated at the time α interval. In this case, the left scan pattern is irradiated 1 / 6α (sec) after the right scan pattern is irradiated. That is, three light beam spots of the right scan are irradiated within the time α at time β intervals, and after 1 / 6α (sec) of the first light beam spot of the right scan, the three light beam spots of the left scan are timed. Irradiated at β intervals.

  In the present embodiment, the right scan and the left scan are each composed of three light beam spots. However, the number of light beam spots may be any number as long as it is two or more. The irradiation unit 4 irradiates the light beam only on the side surface 21a and the side surface 21b of the polygon mirror 21, but by irradiating all the side surfaces of the polygon mirror 21 with the light beam, the polygon mirror 21 rotates once. The right scan and the left scan may be irradiated three times. In this case, for example, each time the polygon mirror 21 rotates once, a predetermined time is waited so that the other vehicle can distinguish between the right scan and the left scan, and the light beam spot of the next right scan and left scan is irradiated. It is preferable to do. Further, the polygon mirror 21 is arranged so that the direction of the rotating shaft 21g is parallel to the left-right direction of the vehicle, so that the light beam spots of two scan patterns are irradiated in parallel with the traveling direction of the vehicle. A mirror 21 may be configured. In this embodiment, the left scan light beam spot is irradiated in the opposite direction to the right scan light beam spot. However, these two scan light beam spots connect a plurality of light beam spots in the irradiation order. Any direction may be used as long as the direction of the locus is different. For example, the light beam spot of the second pattern may be irradiated so that the direction of the trajectory of the second pattern has an angle with the direction of the trajectory of the first pattern. Furthermore, in the present embodiment, the light beam spot of the right scan and the left scan is irradiated using the polygon mirror 21, but any object that can irradiate the light beam spot of such a pattern may be used. For example, a light beam spot having such a pattern may be irradiated using a galvanometer mirror.

  Returning to FIG. 1, the notification unit 5 includes a display device such as a liquid crystal monitor and / or an audio output device such as a speaker. When there is a command from the collision determination unit 3, the notification unit 5 notifies the driver by an image and / or sound. The notification means 5 is not limited to the notification by the display device or the audio output device, and may notify the driver by vibrating the seat, for example.

  The travel control means 6 is, for example, a brake ECU or a steering ECU. When there is a command from the collision determination means 3, the travel control means 6 controls the travel of the vehicle by controlling the brake and steering of the vehicle.

  The occupant protection means 7 is, for example, an airbag. When there is a command from the collision determination means 3, preparation for the operation of an airbag or the like is made.

  Next, the angle measuring means 2 will be described in detail. As shown in FIG. 1, the angle measurement unit 2 includes a detection unit 11 and an angle determination unit 12. The detection unit 11 detects a light beam spot irradiated by another vehicle on the road surface in the traveling direction of the other vehicle, using a predetermined region on the road surface in the traveling direction of the host vehicle as a detection region. The angle determination unit 12 determines an angle from the light beam spot detected by the detection unit 11. Hereinafter, each part will be described in detail.

  The detection unit 11 is mounted in front of the vehicle and detects a light beam spot irradiated by another vehicle on the road surface in the traveling direction of the host vehicle, with a predetermined region on the road surface in the traveling direction of the host vehicle as a detection region. The light beam spot detected by the detection unit 11 is irradiated from another vehicle having the irradiation means 4 described above. The detection area is an area that is a predetermined distance away in front of the vehicle, and may be controlled such that the distance and area change according to the speed and environment of the vehicle. That is, when the vehicle is traveling at a high speed, the detection area may be set to be farther and wider, and when the vehicle is traveling on a downhill, the detection area may be set to be farther and wider. Good. The detection unit 11 does not need to be mounted on the front side of the vehicle, and may be mounted on the rear side of the vehicle, or may be mounted on either the front side or the rear side of the vehicle. That is, it is only necessary to detect a light beam spot existing in the traveling direction of the vehicle. For example, the front detection unit 11 is operated during forward traveling, and the rear detection unit 11 is operated during backward traveling. May be.

  As shown in FIG. 1, the detection unit 11 includes a lens 13, a filter 14, and a light receiving element 15. The lens 13 collects light incident from the detection area in front of the vehicle. The filter 14 transmits light of a predetermined wavelength among the collected light. Here, the light having a predetermined wavelength is light emitted from the irradiation means 4 by another vehicle. The light receiving element 15 receives the light transmitted through the filter 14. The light receiving element 15 does not have spatial resolution and converts received light into an electrical signal. The converted electrical signal is output to the angle determination unit 12. As described above, the light beam spot irradiated on the detection region is detected through the lens 13, the filter 14, and the light receiving element 15. The light receiving element 15 may have a spatial resolution.

  Next, the angle determination unit 12 will be described. First, the angle determination unit 12 determines whether the plurality of light beam spots detected by the detection unit 11 are light beam spots of two patterns of right scan and left scan. Whether the light beam spot has a right scan pattern or a left scan pattern can be determined by the time interval between the detected light beam spots. That is, among the plurality of light beam spots detected within the time α, there are two sets of three light beam spots at intervals of time β as one set of patterns, and the first of the first set of patterns. When the first light beam spot of the second set of patterns is detected after 1 / 6α (sec) of the light beam spot, the light beam spot of the first set of patterns is a right scan light beam spot, The light beam spot of the eye pattern is the left scanning light beam spot. Note that the time intervals of the three light beam spots do not necessarily coincide with β and may be in a range including β in consideration of errors and the like. Similarly, the time interval between the first set of patterns and the second set of patterns need not coincide with 1 / 6α, and may be in a range including 1 / 6α.

  The angle determination unit 12 determines an angle between the host vehicle and another vehicle in response to a request from the collision determination unit 3, and outputs the result to the collision determination unit 3. With reference to FIG. 4 and FIG. 5, the method by which the angle determination part 12 determines the angle of the own vehicle and another vehicle is demonstrated. FIG. 4 is a diagram for explaining a method for obtaining the angle between the own vehicle 41 and the other vehicle 42 from the light beam spot of the right scan and the left scan of the other vehicle 42 detected by the own vehicle 41. As shown in FIG. 4, the host vehicle 41 and the other vehicle 42 are traveling in the directions indicated by the arrows. The other vehicle 42 is traveling while alternately irradiating the right and left scan light beam spots on the road surface. The other vehicle 42 irradiates the light beam spots on the road surface in the order of the light beam spots A1, A2, A3 for the right scan and the light beam spots B1, B2, B3 for the left scan. The own vehicle 41 receives the light beam spot when the detection region is irradiated with the light beam spot of the other vehicle 42.

  FIG. 5 is a diagram schematically showing the relationship between the time and the light beam when the other vehicle 42 irradiates the light beam spot of the right scan and the left scan. FIG. 5A shows a light beam spot reflected by the detection region from the light beam spot irradiated by the other vehicle 42, and FIG. 5B shows a light beam spot received by the own vehicle 41. The horizontal axis represents time t, and the vertical axis represents the intensity of the light beam. As shown in FIG. 5A, the right scan light beam spot irradiated by the other vehicle 42 is reflected from the detection region in the order of A1 to A3, and then the left scan light beam spot irradiated by the other vehicle 42 is Reflected in the detection region in the order of B1 to B3. In this case, the light beam spots drawn on the road surface are the right-scanning light beam spots A1 to A3 and the left-scanning light beam spots B1 to B3 existing in the detection region of FIG. 4, and the irradiation order is A1. To A3, and then B1 to B3. On the other hand, as shown in FIG. 5B, the host vehicle 41 receives the light beam spot with a slight delay from the timing of reflection at the detection region. That is, the own vehicle 41 receives each light beam spot with a delay by the time that each light beam spot travels the distance from the reflection position of the detection region to the own vehicle 41.

  As shown in FIG. 4, the light beam spot A <b> 1 travels a distance L <b> 1 until it is reflected by the detection region and then received by the host vehicle 41. The time required for the light beam spot A1 to travel the distance L1 is t1. Similarly, the light beam spots A2 and A3 travel the distance L2 and the distance L3, respectively, after being reflected by the detection area and being received by the host vehicle 41. The time required for the light beam spot A2 to travel the distance L2 is t2, and the time required for the light beam spot A3 to travel the distance L3 is t3. In such a case, as shown in FIG. 5B, the light beam spots A1, A2, and A3 received by the host vehicle 41 are delayed by t1, t2, and t3 from the time reflected by the detection area, respectively. The vehicle 41 receives the light. On the other hand, the light beam spots B1, B2, and B3 for the left scan are opposite to those for the right scan. That is, the light beam spot B1 travels a distance L3 until it is reflected by the own vehicle 41 after being reflected by the detection region, and the light beam spot B3 is reflected by the own vehicle 41 after being reflected by the own vehicle 41. , Go the distance L1. That is, as shown in FIG. 5B, the light beam spots B1, B2, and B3 are received by the host vehicle 41 with a delay of t3, t2, and t1, respectively, from the time of reflection at the detection region.

  Of the right scanning light beam spots, the time interval between the last light beam spot A3 and the first light beam spot A1 is tr, and among the left scanning light beam spots, the last light beam spot B3 and the first light beam. The time interval with the spot B1 is tl. When the difference between tl and tr is Td, Td is obtained by Td = tl−tr = 2 · (t1−t3). Here, as described above, t1 and t3 are times when light travels the distances L1 and L3, respectively. That is, Td is a time difference corresponding to the difference between the light path lengths L1 and L3. When the angle between the host vehicle 41 and the other vehicle 42 is close to a right angle, the absolute value of Td increases because the difference in the light path length is large. On the other hand, when the angle between the host vehicle 41 and the other vehicle 42 is an obtuse angle close to 180 degrees, the absolute value of Td is small because the difference in the light path length is small. Similarly, when the angle between the host vehicle 41 and the other vehicle 42 is an acute angle close to 0 degrees, the difference in the light path length is small, so the absolute value of Td is small. Further, when the other vehicle 42 approaches from the right side of the host vehicle 41, t3 becomes larger than t1, so Td becomes a negative value.

  As described above, the angle determination unit 12 calculates the difference Td between the time intervals of the light beam spots of the right scan and the left scan detected by the detection unit 11, so that the other vehicle 42 travels with respect to the traveling direction of the host vehicle 41. It can be seen whether the direction angle is an obtuse angle close to 180 degrees, an acute angle close to 0 degrees, or a right angle. Furthermore, it can be seen whether the other vehicle 42 is approaching from the right or the left of the host vehicle 41.

(Operation of the collision prediction device 1)
Next, the operation of the collision prediction apparatus 1 will be described with reference to FIGS.

  6 to 8 show a case where it is determined that the collision prediction apparatus 1 collides and a case where it does not collide depending on the difference in angle between the host vehicle and the other vehicle. FIG. 6 shows a case where the angle between the host vehicle and the other vehicle is an obtuse angle close to 180 degrees. In such a case, it can be inferred that the host vehicle 41 and the other vehicle 42 are running facing a curved road and are likely to pass each other. In addition, drivers of the host vehicle 41 and the other vehicle 42 can easily recognize the partner vehicle ahead of each other. For this reason, when the angle between the host vehicle 41 and the other vehicle 42 is an obtuse angle close to 180 degrees, the collision determination means 3 determines that no collision occurs.

  FIG. 7 shows a case where the angle between the host vehicle and the other vehicle is an acute angle close to 0 degrees. In such a case, it can be estimated that the host vehicle 41 and the other vehicle 42 are traveling in parallel, and the other vehicle 42 is likely to overtake the host vehicle 41. For this reason, when the angle between the host vehicle 41 and the other vehicle 42 is an acute angle close to 0 degrees, the collision determination unit 3 determines that no collision occurs.

  FIG. 8 shows a case where the angle between the host vehicle and the other vehicle is close to a right angle. In such a case, it can be estimated that the own vehicle 41 and the other vehicle 42 are entering the intersection with each other, and that there is a high possibility of encounter collision. For this reason, when the angle between the host vehicle 41 and the other vehicle 42 is in the range of an obtuse angle and an acute angle close to a right angle, the collision determination means 3 determines that a collision occurs.

  FIG. 9 is a flowchart showing a flow of collision determination of the collision prediction apparatus 1. The processing according to the flowchart shown in FIG. The flowchart shown in FIG. 9 is repeatedly executed, for example, while the ignition is ON or while the host vehicle is traveling. The flowchart shown in FIG. 9 will be described below.

  First, in step S101, the collision determination unit 3 transmits a command to the angle measurement unit 2 to measure the angle between the host vehicle and the other vehicle. The angle determination unit 12 of the angle measurement unit 2 operates the detection unit 11 to start detection of the light beam spot detected in the detection region. The angle determination unit 12 stores the detected time of each light beam spot in a memory. If the angle determination unit 12 detects the light beam spots of the two patterns of the right scan and the left scan, the process proceeds to step S102. Step S101 is repeatedly performed until the angle determination unit 12 detects the light beam spots of the two patterns of the right scan and the left scan.

  In step S102, the angle determination unit 12 calculates a time difference tr between the third light beam spot and the first light beam spot among the detected right scanning light beam spots. Similarly, the angle determination unit 12 calculates a time difference tl between the third light beam spot and the first light beam spot among the detected light beam spots of the left scan. Next, the angle determination unit 12 calculates a difference Td between tl and tr and outputs the result to the collision determination unit 3. The collision determination unit 3 that has received Td from the angle determination unit 12 then proceeds to step S103.

  In step S103, the collision determination unit 3 compares a predetermined time T2 with the absolute value of Td. If the absolute value of Td is equal to or less than T2, the process proceeds to step S104. If the absolute value of Td is greater than T2, the collision determination unit 3 advances the process to step S105. Here, T2 is a time corresponding to an angle where the angle between the host vehicle and the other vehicle is not within a predetermined range including a right angle. That is, T2 is a time corresponding to a case where the angle between the host vehicle and the other vehicle is a predetermined obtuse angle or a predetermined acute angle. As described above, when the angle between the host vehicle and the other vehicle is 180 degrees or 0 degrees, Td is 0, and when the angle between the host vehicle and the other vehicle is a right angle, the absolute value of Td is | 2 · (t1 −t3) | (see FIG. 4). When the absolute value of Td is T2 or less, the angle between the host vehicle and the other vehicle is an angle between the predetermined obtuse angle and 180 degrees, or an angle between the predetermined acute angle and 0 degrees. Here, the predetermined obtuse angle or the predetermined acute angle may be an angle greatly away from a right angle, for example, an angle 30 degrees away from the right angle.

  In step S104, the collision determination means 3 determines that there is no collision. That is, since the angle between the host vehicle and the other vehicle is an obtuse angle or an acute angle far away from the right angle, the collision determination means 3 determines that the host vehicle and the other vehicle pass each other or passes through, and the process ends.

  In step S105, the collision determination means 3 compares a predetermined time T1 with the absolute value of Td, and if the absolute value of Td is equal to or less than T1, the process proceeds to step S106. If the absolute value of Td is larger than T1, the collision determination means 3 advances the process to step S111. Here, T1 is set to, for example, the maximum value assumed as the absolute value of Td. The case where Td is larger than T1 is a case of multipath, for example, when the received light beam spot is reflected by various objects and the light beam spot irradiated by another vehicle reaches the detection region. That is, as shown in FIG. 4, Td is a time corresponding to the difference between the distances L1 and L3, and is maximum when the host vehicle and the other vehicle are at right angles. This maximum value is determined in advance by the interval between the light beam spots of the right scan and the left scan. When this maximum value is exceeded, the detected light beam spot is a light beam spot directly irradiated from another vehicle. There is a high possibility of false detection. In order to eliminate such a light beam spot, T1 is set.

  In step S106, the collision determination means 3 advances the process to step S107 when Td is smaller than 0. When Td is equal to or greater than 0, the collision determination unit 3 advances the process to step S109.

  In step S107, the collision determination means 3 determines that the angle between the host vehicle and the other vehicle is within a predetermined range including a right angle and the value of Td is negative. Judge that approaching. Therefore, the collision determination means 3 determines that the other vehicle collides from the right side, and advances the process to step S108.

  In step S <b> 108, the collision determination unit 3 determines that the other vehicle collides from the right side, and transmits a command for alerting the driver to the right side to the notification unit 5. In accordance with the notification command from the collision determination unit 3, the notification unit 5 prompts the driver to use a voice and / or display device to pay attention to the right side. In this case, the notification means 5 prompts attention so that the driver can intuitively recognize the direction to be noted (in this case, the right side). Further, the collision determination unit 3 may transmit an operation command to the travel control unit 6 instead of (or in addition to) the notification unit 5. Further, instead of (or in addition to) these, the collision determination means 3 may transmit an operation command to the occupant protection means 7. After these operations, the collision determination unit 3 ends the process.

  In step S109, the collision determination means 3 determines that the angle between the host vehicle and the other vehicle is within a predetermined range including a right angle and the value of Td is positive. Judge that approaching. Therefore, the collision determination means 3 determines that the other vehicle collides from the left side, and advances the process to step S110.

  In step S <b> 110, the collision determination unit 3 determines that another vehicle has collided from the left side, and transmits a command for alerting the driver to the left side to the notification unit 5. In accordance with the notification command from the collision determination unit 3, the notification unit 5 prompts the driver to use a voice and / or display device to pay attention to the left side. In this case, the notification means 5 prompts attention so that the driver can intuitively recognize the direction to be noted (in this case, the left side). Similar to step S108, the collision determination means 3 may activate the notification means 5, the travel control means 6, and / or the occupant protection means 7. After these operations, the collision determination unit 3 ends the process.

  In step S111, the collision determination unit 3 determines that no collision occurs because the received light beam spot of the right scan and the left scan is due to multipath or the like. Thereafter, the collision determination unit 3 ends the process.

  As described above, the collision prediction apparatus 1 according to the first embodiment detects the light beam spot of the right scan and the left scan (step S101), and the time interval difference between the light beam spot of the right scan and the left scan. Td is calculated (step S102), and it is determined from the value of Td whether or not the angle between the host vehicle and the other vehicle is within a predetermined range including a right angle (step S103). If the angle is not within a predetermined range including a right angle (Yes in step S103), it is determined that there is no collision (step S104). If the angle is within a predetermined range including a right angle (No in step S103), it is determined whether another vehicle is approaching from the right side of the host vehicle or approaching from the left side, except for erroneous detection such as multipath (step S105). (Step S106), the driver is supported accordingly (Step S108, Step S110). As described above, the collision prediction apparatus 1 according to the present embodiment determines whether or not to collide depending on the angle between the host vehicle and the other vehicle, and performs a corresponding action.

  In the present embodiment, the collision prediction apparatus 1 determines whether or not the vehicle collides according to the angle between the host vehicle and the other vehicle. However, the collision prediction device 1 may determine whether or not to collide using parameters other than the angle. Good. For example, in addition to the above-described angle, it may be determined whether or not to collide using the time until the host vehicle and another vehicle collide (referred to as TTC (Time To Collision)). TTC includes TTC1 from the detection position to the other vehicle and TTC2 from the detection position to the host vehicle. When TTC1 and TTC2 substantially match, the possibility of a collision is high. As a measuring method of TTC1, for example, the other vehicle irradiates the light beam spot in correspondence with the arrival time to the position of the light beam spot and the pulse time interval. The other vehicle irradiates the light beam spot at the pulse interval at various distances on the other vehicle course, and the host vehicle can measure TTC1 by measuring the pulse interval. TTC2 uses a value obtained by dividing the measurement position (distance) of the host vehicle by the vehicle speed of the host vehicle. The TTC can also be calculated using, for example, an on-vehicle radar. In the case of using TTC, the determination of whether or not to collide is made according to the magnitude relationship between TTC and a predetermined threshold. That is, it is determined that there is no collision when TTC is equal to or greater than a predetermined threshold, and it is determined that there is a collision when TTC is smaller than the predetermined threshold. Thus, when determining whether or not to collide using TTC, the collision prediction apparatus 1 may change the magnitude of the predetermined threshold according to the angle. That is, in step S104 and step S111 considered to have a low possibility of collision in the present apparatus, the above threshold value is set to a relatively high value, and the set threshold value is compared with the TTC so that collision does not occur. Judgment may be made. On the other hand, in step S108 and step S110, which are considered to have a high possibility of collision in the present apparatus, the above threshold value is set to a relatively low value, and the set threshold value is compared with the TTC, whereby collision You may decide whether to do or not. Further, it may be determined whether or not a collision occurs by combining this apparatus with another apparatus. In other words, the apparatus may determine whether or not to collide by changing the threshold value according to the possibility of collision and comparing the changed threshold value and the parameter using another apparatus. Further, as a parameter other than the angle, in addition to (or instead of) the TTC, a distance between the own vehicle and another vehicle, an intensity of a light beam spot received by the own vehicle, or the like may be used.

  In the present embodiment, the collision prediction apparatus 1 calculates two types of results (collision / non-collision) as collision results, but in other embodiments, the collision prediction apparatus 1 collides. A numerical value indicating the possibility (the degree) may be calculated as a collision result. For example, the collision prediction apparatus 1 may calculate a numerical value corresponding to the angle. This numerical value may represent, for example, the possibility of collision in 0 to 100 (%), or may be used as a threshold value for comparison with a parameter (such as the above TTC) used for collision determination. Good. This numerical value is used for comparison with a parameter used for collision determination, and may be used for changing the content of predetermined support according to this numerical value. For example, when the numerical value is relatively small, a warning to the driver is given as a predetermined assistance, and when the numerical value is relatively large, the driving of the vehicle (for example, controlling brakes and steering) is given as the predetermined assistance. May be. Further, when it is determined that there is a collision, better avoidance assistance can be performed using at least one of the angle used for the determination or a change in the angle. For example, when the angle is a right angle, the braking avoidance is mainly performed, and when the angle is an acute angle or an obtuse angle, the steering avoidance is mainly performed, so that smooth avoidance is possible.

  In addition, the detection part 11 and the irradiation means 4 in the collision prediction apparatus 1 may be incorporated in the headlight of the vehicle as shown in FIGS. 10A and 10B. FIG. 10A is a diagram illustrating a configuration in which the irradiation unit 4 is built in the headlight 100. As shown in FIG. 10A, the reflector 103 is attached to a space in the headlight 100 (a space in which the lamp 104 is disposed). In the space, the reflecting plate 103 is disposed on the vehicle front side with respect to the lamp 104. The beam generator 101 and the polygon mirror 102 are attached to the outside of the space of the headlight 100 (below the bottom surface 105 in FIG. 10A). As shown by the solid line arrow in FIG. 10A, the irradiating means 4 generates a light beam from the beam generator 101, reflects the light by the polygon mirror 102, and reflects the light by the reflecting plate 103. A light beam spot is irradiated on the surface. Here, the laser beam generated by the beam generator 101 is, for example, light having a wavelength in the infrared region. The reflecting plate 103 is a reflecting plate that reflects light having a wavelength in the infrared region and transmits visible light. On the other hand, the visible light generated from the lamp 104 passes through the reflecting plate 103 and irradiates the front of the vehicle with the visible light as indicated by the broken arrow.

  On the other hand, FIG. 10B is a diagram showing a configuration in which the detection unit 11 is built in the headlight 110. Similar to the irradiation unit 4 shown in FIG. 10A, the reflector 113 is attached to a space in the headlight 110 (a space in which the lamp 114 is disposed). In the space, the reflection plate 113 is disposed on the vehicle front side with respect to the lamp 114. The light receiving element 111 and the mirror 112 are attached to the outside of the space of the headlight 110 (on the lower side of the bottom surface 115 in FIG. 10B). As indicated by the solid line arrow in FIG. 10B, the detection unit 11 reflects the light beam reflected in the detection region in front of the vehicle with the reflection plate 113 and receives the light with the light receiving element 111 via the mirror 112. Here, like the reflector 103, the reflector 113 is a reflector that reflects light in the infrared region and transmits visible light. Moreover, the reflecting plate 113 is configured to be a concave surface in order to collect the light reflected by the detection region. On the other hand, the visible light generated from the lamp 114 passes through the reflector 113 and is irradiated in front of the vehicle, as described above.

  As described above, by configuring the detection unit 11 and the irradiation unit 4, it is possible to irradiate the light of the headlight while irradiating and detecting the light beam spot. Further, by installing the detection unit 11 and the irradiation unit 4 in the headlight, it is possible to mount the detection unit 11 and the irradiation unit 4 on a vehicle without newly providing an installation space for the detection unit 11 and the irradiation unit 4. For example, the detection unit 11 may be incorporated in the right headlight, and the irradiation unit 4 may be incorporated in the left headlight, or vice versa. Moreover, both the detection part 11 and the irradiation means 4 may be incorporated in a single headlight.

(Second Embodiment)
Next, a collision prediction apparatus according to the second embodiment will be described. The configuration of the collision prediction apparatus according to the second embodiment is the same as that of the collision prediction apparatus 1 according to the first embodiment shown in FIG. In the second embodiment, the possibility of collision is determined by a combination of the angle between the host vehicle and another vehicle and the change in the angle. Hereinafter, with reference to FIG. 11 to FIG. 15, determination of the possibility of collision in the second embodiment will be described.

  FIG. 11 is a diagram illustrating a state in which the angle between the host vehicle 41 and the other vehicle 42 is an obtuse angle close to 180 degrees and the angle increases. As shown in FIG. 11, when the host vehicle 41 is at the position P1, the angle between the host vehicle 41 and the other vehicle 42 is an obtuse angle close to 180 degrees. Next, when the host vehicle 41 moves to the position P2, the angle between the host vehicle 41 and the other vehicle 42 becomes larger than when the host vehicle 41 is at the position P1. In such a case, since the host vehicle 41 is assumed to be traveling along a curved road, it can be determined that the host vehicle 41 and the other vehicle 42 are likely to pass each other. Therefore, in such a case, the collision determination means 3 determines that there is no collision.

  FIG. 12 is a diagram illustrating a state in which the angle between the host vehicle 41 and the other vehicle 42 is an acute angle close to 0 degrees and the angle is decreasing. As shown in FIG. 12, when the host vehicle 41 is at the position P1, the angle between the host vehicle 41 and the other vehicle 42 is an acute angle close to 0 degrees. Next, when the host vehicle 41 moves to the position P2, the angle between the host vehicle 41 and the other vehicle 42 is smaller than when the host vehicle 41 is at the position P1. In such a case, since it is assumed that the host vehicle 41 is moving due to a lane change, it can be determined that the host vehicle 41 is likely to overtake the other vehicle 42. Therefore, in such a case, the collision determination means 3 determines that there is no collision.

  FIG. 13 is a diagram illustrating a state in which the angle between the host vehicle 41 and the other vehicle 42 is an obtuse angle close to 180 degrees and the angle decreases. As shown in FIG. 13, when the host vehicle 41 is at the position P1, the angle between the host vehicle 41 and the other vehicle 42 is an obtuse angle close to 180 degrees. Next, when the host vehicle 41 moves to the position P2, the angle between the host vehicle 41 and the other vehicle 42 is smaller than when the host vehicle 41 is at the position P1. In such a case, since the host vehicle 41 is assumed to be traveling toward the other vehicle 42, the collision determination unit 3 determines that a collision occurs.

  FIG. 14 is a diagram illustrating a state in which the angle between the host vehicle 41 and the other vehicle 42 is an acute angle close to 0 degrees and the angle is increasing. As shown in FIG. 14, when the host vehicle 41 is at the position P1, the angle between the host vehicle 41 and the other vehicle 42 is an acute angle close to 0 degrees. Next, when the host vehicle 41 moves to the position P2, the angle between the host vehicle 41 and the other vehicle 42 is larger than when the host vehicle 41 is at the position P1. In such a case, since the host vehicle 41 is assumed to be traveling toward the other vehicle 42, the collision determination unit 3 determines that a collision occurs.

  As described above, when the angle between the host vehicle 41 and the other vehicle 42 is an obtuse angle close to 180 degrees or an acute angle close to 0 degrees, the collision determination means 3 If it is determined that there is a collision and the angle changes in a direction away from the right angle, the collision determination unit 3 determines that there is no collision.

  FIG. 15 is a diagram illustrating how the angle between the host vehicle 41 and the other vehicle 42 changes within a predetermined range including a right angle. As shown in FIG. 15, when the host vehicle 41 is at the position P1, the angle between the host vehicle 41 and the other vehicle 42 is a right angle. Next, when the host vehicle 41 moves to the position P2, the angle between the host vehicle 41 and the other vehicle 42 is larger than that when the host vehicle 41 is at the position P1, and the change is compared to the case described later. Is relatively large. Further, when the host vehicle 41 moves from the position P1 to the position P3, the angle between the host vehicle 41 and the other vehicle 42 is smaller than that when the host vehicle 41 is at the position P1, and the change is large. . In such a case, since the host vehicle 41 is assumed to turn left or right, the possibility of collision is low. On the other hand, when the host vehicle 41 moves from the position P1 to the position P4 (or P5), the angle between the host vehicle 41 and the other vehicle 42 is larger (or smaller) than when the host vehicle 41 is at the position P1. ) And the change is small compared to the case described above. In such a case, since the host vehicle 41 is assumed to be traveling toward the other vehicle 42, the possibility of a collision increases. Therefore, the determination of the possibility of collision changes depending on the magnitude of the change in angle between the host vehicle 41 and the other vehicle 42. That is, the collision determination unit 3 determines that a collision occurs when the change in angle is equal to or less than a predetermined value.

  In FIG. 15, it is assumed that the host vehicle 41 and the other vehicle 42 approach each other within a predetermined range in which the angle between the host vehicle 41 and the other vehicle 42 includes a right angle, such as an intersection. Even when the angle is not within a predetermined range including a right angle, if the change in angle is equal to or less than a predetermined value, the possibility of collision may be determined high. For example, as shown in FIG. 11, even when the angle between the host vehicle 41 and the other vehicle 42 is an obtuse angle close to 180 degrees and the angle changes in a direction in which the angle increases, the change in the angle slightly increases. If the vehicle is changing in the direction (not changing so much), it can be assumed that the host vehicle 41 is traveling substantially straight, so there is a possibility of collision. Therefore, when the change in angle is equal to or greater than a predetermined value, the possibility of collision is low, but when it is equal to or less than the predetermined value, the possibility of collision is high. Here, the predetermined value is a value that represents the amount of change in angle determined according to the angle between the host vehicle 41 and the other vehicle 42.

  11 to 15, the case where the angle between the host vehicle 41 and the other vehicle 42 changes as the host vehicle 41 moves is described. However, the other vehicle 42 moves or the host vehicle 41 It goes without saying that the same is true when the angle changes as the other vehicle 42 moves together.

As described above, with reference to FIG. 11 to FIG. 15, the determinations made by the collision prediction apparatus 1 in the present embodiment in various cases are shown. Hereinafter, in each case, the determination performed by the collision prediction apparatus 1 in the present embodiment will be briefly described.
(B) When the host vehicle and the other vehicle have an obtuse angle close to 180 degrees and the angle tends to increase (Judgment) No collision (b) The host vehicle and the other vehicle have an obtuse angle close to 180 degrees and the angle tends to decrease Case (Judgment) When colliding (C) When the own vehicle and other vehicles are at an acute angle close to 0 degrees and the angle is increasing (Judgment) When colliding (2) The own vehicle and other vehicles are at an acute angle close to 0 degrees When the angle tends to decrease (Judgment) No collision (e) When the host vehicle and the other vehicle are close to a right angle, and the angle change is large (Judgment) No collision (F) The host vehicle and the other vehicle When it is close to a right angle and the amount of change in angle is small (Judgment) Colliding

  FIG. 16 is a flowchart showing a flow of collision determination in the second embodiment. In the second embodiment, the possibility of collision is determined based on the angle between the host vehicle and the other vehicle and the change in the angle. The process shown in FIG. 16 is repeatedly executed while, for example, the ignition is ON or the host vehicle is traveling. In FIG. 16, steps representing the same processing as in FIG. 9 are given the same step numbers as in FIG. 9, and detailed description thereof is omitted.

  Also in the second embodiment, the processing from step S101 to step S102 is performed as in the first embodiment. Here, step S201 is processed after step S102.

  In step S201, the collision determination means 3 determines whether or not the change in time Td representing the angle between the host vehicle and the other vehicle is equal to or greater than a predetermined value T3. In the second embodiment, the collision determination unit 3 stores the previously calculated Td in the memory. The collision determination unit 3 compares Td (previous Td) stored in the memory with Td (current Td) calculated in the immediately preceding step S102, and if the change is equal to or greater than T3, the collision determination unit 3 proceeds to step S111. If the process proceeds and the change is smaller than T3, the process proceeds to step S103. Here, T3 is a predetermined value that represents a change in angle that is physically impossible, and if the change in angle is greater than T3, there is a possibility of erroneous detection such as multipath. Is expensive. Accordingly, the collision determination means 3 determines that there is no collision when the change in angle is equal to or greater than the predetermined value (T3), and advances the process to step S111. On the other hand, if Td is smaller than T3, the collision determination means 3 advances the process to step S103. T3 may be determined according to the difference between the time when the previous Td was calculated and the time when the current Td was calculated.

  If the absolute value of Td is equal to or smaller than T2 in step S103, the collision determination unit 3 advances the process to step S202. If the absolute value of Td is larger than T2, the collision determination means 3 advances the process to step S203. That is, the collision determination means 3 proceeds to step S202 when the angle between the host vehicle and the other vehicle is a predetermined obtuse angle or a predetermined acute angle, and proceeds to step S203 when the angle is within a predetermined range including a right angle. Proceed with the process.

  In step S202, the collision determination means 3 compares the previous Td with the current Td, and determines whether or not the absolute value of the current Td is smaller than the absolute value of the previous Td. When the current absolute value of Td is smaller than the previous absolute value of Td, the angle between the host vehicle and the other vehicle changes in a direction away from the right angle as compared with the previous measurement. That is, when the angle between the host vehicle and the other vehicle is an obtuse angle close to 180 degrees, the angle changes in a direction approaching 180 degrees (described above (A)), and the angle between the host vehicle and the other vehicle is 0 degrees. In the case of an acute angle close to, the angle changes in a direction approaching 0 degrees (the above (2)). Therefore, when the absolute value of Td changes in the direction of decreasing, the collision determination unit 3 determines that there is no collision, and proceeds to step S104. On the other hand, if the current absolute value of Td is larger than the previous absolute value of Td, the angle between the host vehicle and the other vehicle changes in a direction closer to a right angle than when measured last time. ((B) and (C) above). Therefore, in this case, the collision determination unit 3 determines that there is a collision and proceeds to step S105. If the current Td has not changed at all compared to the previous Td, that is, if the change in angle is 0, the collision determination means 3 in this embodiment determines that there is no collision, and the process proceeds to step S104. To proceed. In another embodiment, when the angle between the host vehicle and the other vehicle is an obtuse angle close to 180 degrees or an acute angle close to 0 degrees, the collision depends on whether the amount of change in the angle is larger or smaller than a predetermined value. The judgment of possibility may be changed. For example, in another embodiment, when the angle between the host vehicle and the other vehicle is an obtuse angle close to 180 degrees or an acute angle close to 0 degrees, the collision may be determined if the change in angle is zero.

  In step S203, the collision determination means 3 determines whether or not the change in the absolute value of Td is equal to or less than a predetermined value T4. Here, T4 is a value that represents the maximum amount of change in angle (per predetermined time) that the host vehicle and another vehicle are expected to collide with at an intersection or the like, and is a predetermined value. That is, collision occurs when Td is equal to or less than T4, and collision does not occur when Td is greater than T4. Therefore, when the angle between the host vehicle and the other vehicle is close to a right angle and the change in angle per predetermined time is greater than T4 (described above (e)), the collision determination means 3 determines that the host vehicle and the other vehicle Is determined not to collide (No in step S203), and the process proceeds to step S204. In this case, as shown in FIG. 15 described above, it is assumed that the vehicle turns left or right at an intersection or the like. On the other hand, when the host vehicle and the other vehicle are close to a right angle and the change in angle per predetermined time is small (above (f)), the collision determination means 3 determines that there is a collision (Yes in step S203). ), The process proceeds to step S105. In this case, as shown in FIG. 15 described above, it is assumed that the host vehicle is traveling toward another vehicle. Note that T4 may be a value that changes according to the angle between the host vehicle and the other vehicle.

  In step S204, the collision determination means 3 determines that the host vehicle and the other vehicle do not collide because the host vehicle and the other vehicle pass each other at an intersection or the like, and ends the process.

  As described above, in the second embodiment, the presence / absence of a collision possibility between the host vehicle and the other vehicle is determined using the angle between the host vehicle and the other vehicle and the change in the angle. Thereby, a collision can be predicted more accurately according to the environment around the vehicle and the driving situation.

  In the second embodiment, it is determined whether or not the host vehicle and the other vehicle collide using the angle and the angle change between the host vehicle and the other vehicle. In addition to the angle and the angle change, Whether or not the collision occurs may be determined using other parameters such as TTC. That is, for example, the collision may be determined by comparing TTC with a predetermined threshold. Thus, when determining whether to collide using TTC, the collision prediction apparatus 1 may change the magnitude of the predetermined threshold according to the angle and the angle change. That is, in step S104, step S204, and step S111, which are considered to have a low possibility of collision in this apparatus, the above threshold value is set to a relatively high value, and the collision is performed by comparing the set threshold value with TTC. You may decide whether or not. On the other hand, in step S108 and step S110, which are considered to have a high possibility of collision in the present apparatus, the above threshold value is set to a relatively low value, and the set threshold value is compared with the TTC, whereby collision You may decide whether to do or not.

  In the present embodiment, the collision prediction apparatus 1 calculates two types of results (collision / non-collision) as collision results, but in other embodiments, the collision prediction apparatus 1 collides. A numerical value indicating the possibility (the degree) may be calculated as a collision result. For example, the collision prediction apparatus 1 may calculate a numerical value corresponding to a combination of the angle and the angle change from 0 to 100 (%). Further, a threshold value for comparison with a parameter (such as the above-mentioned TTC) used for collision determination may be calculated in accordance with a combination of these angles and angle changes.

(Third embodiment)
Next, a third embodiment will be described. The collision prediction apparatus according to the third embodiment has the same configuration as the collision prediction apparatus 1 according to the first embodiment shown in FIG. In the third embodiment, the method for obtaining the angle between the host vehicle and the other vehicle is different from the methods in the first embodiment and the second embodiment described above. In the third embodiment, the other vehicle irradiates the plurality of light beam spots so that the plurality of light beam spots are arranged on a substantially straight line. Then, the angle determination unit 12 of the host vehicle determines the angle from the number of light beam spots detected by the detection unit 11. Details will be described below.

  With reference to FIG. 17 and FIG. 18, a method for obtaining the angle between the host vehicle and the other vehicle in the third embodiment will be described. FIG. 17 is a diagram illustrating a method of measuring the angle between the host vehicle 41 and the other vehicle 42 from the number of light beam spots of the other vehicle 42 detected by the host vehicle 41. The other vehicle 42 is traveling while irradiating the light beam spot in the direction of the arrow in the figure. Here, as shown in FIG. 17, the plurality of light beam spots irradiated by the irradiation means 4 of the other vehicle 42 are such that the line connecting the plurality of light beam spots is substantially perpendicular to the traveling direction of the other vehicle 42. It is irradiated so that it becomes.

  Here, how the light beam spot irradiated by the other vehicle 42 is irradiated will be described. The other vehicle 42 includes the irradiation means 4. The scanning actuator 19 and the beam generator 16 of the irradiation unit 4 are controlled so that a line connecting a plurality of light beam spots is substantially perpendicular to the traveling direction of the other vehicle 42. Specifically, as in the first embodiment, the beam generator 16 generates an optical pulse while rotating the polygon mirror 21. Here, in the first embodiment, the polygon mirror 21 is configured such that three light pulses are reflected on the A region and the B region, respectively, and the light beam spot of the right scan and the left scan is alternately irradiated. The mirror 21 and the beam generator 16 were controlled. In the third embodiment, the beam generator 16 irradiates a plurality of (in this case, five) light pulses at a predetermined time interval on one side surface of either the A region or the B region. For example, five light beam spots may be applied to the side surface 21a of the polygon mirror 21 while the polygon mirror 21 shown in FIG. Here, the time required for one rotation of the polygon mirror 21 is α (sec), and the interval between the light pulses is β (sec). By controlling the polygon mirror 21 and the beam generator in this manner, as shown in FIG. 17, a plurality of light beam spots are irradiated on a substantially straight line so as to be arranged at substantially equal intervals. In this embodiment, the plurality of light beam spots are irradiated so that the straight line connecting the plurality of light beam spots is substantially perpendicular to the traveling direction of the vehicle that irradiates the light beam spot. A plurality of light beam spots may be irradiated so that the angle between the straight line connecting the light beam spots and the traveling direction of the vehicle is a predetermined angle. For example, a plurality of light beam spots may be irradiated so as to be parallel to the traveling direction of the vehicle that irradiates the light beam spots. Further, the plurality of light beam spots may not necessarily be irradiated so as to be arranged at equal intervals. Further, a plurality of light beam spots may be irradiated on a plurality of side surfaces of the polygon mirror 21, respectively.

  The own vehicle 41 detects the light beam spot irradiated by the other vehicle 42 on the detection area by the above-described method. As shown in FIG. 17, the detection area of the host vehicle 41 is set so that the length in the direction perpendicular to the traveling direction of the host vehicle 41 is shorter than the length in the traveling direction of the host vehicle 41. When the host vehicle 41 is at a position P1 where the angle between the host vehicle 41 and the other vehicle 42 is a right angle, and when the host vehicle 41 is at a position P2 where the angle between the host vehicle 41 and the other vehicle 42 is not a right angle, the detection region is Different. That is, as shown in FIG. 17, the detection region when the host vehicle 41 is at the position P1 is the detection region X, and the detection region when the host vehicle 41 is at the position P2 is the detection region Y. When the host vehicle 41 is at the position P1, the major axis direction of the detection region X of the host vehicle 41 is parallel to a straight line connecting the light beam spots irradiated by the other vehicle 42, as shown in FIG. On the other hand, when the host vehicle 41 is at the position P2, the major axis direction of the detection area Y of the host vehicle 41 intersects with a straight line connecting the light beam spots irradiated by the other vehicle 42 with a certain angle. Therefore, the number of light beam spots detected in the detection region differs depending on the angle difference between the host vehicle 41 and the other vehicle 42. Here, as shown in FIG. 17, the number of light beam spots existing in the detection region X is five. On the other hand, the number of light beam spots existing in the detection region Y is four. FIG. 18 shows a light beam spot detected by the own vehicle 41 in this case.

  FIG. 18 is a diagram showing the number of light beam spots detected when the host vehicle 41 is at positions P1 and P2. FIG. 18A shows a light beam spot detected when the host vehicle 41 is at the position P1 in FIG. FIG. 18B shows a light beam spot detected when the host vehicle 41 is at the position P2 in FIG. As shown in FIG. 18, the number of light beam spots detected by the host vehicle 41 is five when the angle between the host vehicle 41 and the other vehicle 42 is a right angle, and the host vehicle 41 and the other vehicle. When the angle with 42 is at a position P2 that is not a right angle, there are four. Note that the detection area of the host vehicle 41 includes an inappropriate light beam spot (such as a light beam spot due to multipath or a light beam spot emitted from a third vehicle different from the other vehicle 42). An appropriate light beam spot may be detected. Whether or not such an inappropriate light beam spot is included in the detected plurality of light beam spots can be determined by the time intervals β and time α of the detected plurality of light beam spots. That is, for example, five light beam spots are detected within the time α, and the time interval between the four light beam spots is β, and one light beam spot is different from the other light beam spots at the time β. In this case, it can be determined that the one light beam spot is due to multipath. Further, when two sets of light beam spots are detected within a time α and a plurality of light beam spots with a time interval β are detected as a set, they are determined to be light beam spots emitted from different vehicles. be able to.

  As described above, when the other vehicle 42 irradiates the light beam spot in a straight line and the detection area of the own vehicle 41 is set long in the traveling direction of the own vehicle 41, the angle between the own vehicle 41 and the other vehicle 42 is changed. Due to the difference, the number of light beam spots detected by the own vehicle 41 differs. Specifically, the host vehicle 41 detects more light beam spots when the angle is close to a right angle than when the angle is an obtuse angle close to 180 degrees or an acute angle close to 0 degrees. Accordingly, by counting the number of light beam spots detected in the detection region, it can be determined whether or not the angle between the host vehicle 41 and the other vehicle 42 is close to a right angle.

  The angle between the host vehicle 41 and the other vehicle 42 is obtained by such a method, and it is possible to determine whether or not to collide by the method shown in the first embodiment or the second embodiment.

(Other methods for calculating angles)
In another embodiment, in addition to the angle measurement method described above, the angle between the host vehicle and the other vehicle may be measured from the relative position of the other vehicle detected by the radar or the camera image. An apparatus for measuring the relative position and angle between the host vehicle and another vehicle using a radar is well known to those skilled in the art, and is disclosed in, for example, Japanese Patent Application Laid-Open No. 2004-295620. According to this, the transmitting antenna and the receiving antenna with high directivity are rotated, and the rotation angle θ and the radio wave transmitted from the transmitting antenna are reflected on the other vehicle and received by the receiving antenna. The relative distance d with another vehicle is obtained. Furthermore, the width of the other vehicle is taken into consideration using the image acquired by the camera. Thereby, the position and angle of the own vehicle and another vehicle are measured. The collision prediction apparatus according to the present invention described above may be used for collision prediction using the angle between the host vehicle and the other vehicle measured by the radar mounted on the vehicle in this way.

  Further, as an angle measuring method, the angle between the host vehicle and the other vehicle may be measured by acquiring the position of the other vehicle acquired by GPS through inter-vehicle communication. A device that acquires the position of another vehicle acquired by GPS by inter-vehicle communication is well known to those skilled in the art, and is disclosed in, for example, Japanese Patent Application Laid-Open No. 2000-276696. According to this, the own vehicle acquires the position information of the other vehicle acquired by the other vehicle by the GPS of the other vehicle by inter-vehicle communication, and the own vehicle acquires the position information of the own vehicle by the GPS of the own vehicle and the other vehicle. There has been proposed an apparatus for avoiding a collision between vehicles by calculating a relative position between the host vehicle and another vehicle from the position information. The angle between the host vehicle and the other vehicle is calculated by a method using GPS and inter-vehicle communication well known to those skilled in the art, and the collision prediction is performed by the above-described collision prediction apparatus according to the present invention using the calculated angle. May be performed.

  As described above, in the present invention, the possibility of collision between the host vehicle and another vehicle can be accurately determined by a simple method, and can be used as, for example, a collision prediction device mounted on a vehicle.

The block diagram which shows the structure of the collision prediction apparatus which concerns on the 1st Embodiment of this invention. View of the scan actuator from the side View of scan actuator from above The figure explaining the pattern of the light beam spot formed when a polygon mirror is rotated The figure explaining the method of calculating | requiring the angle of the own vehicle and an other vehicle from the light beam spot of the right scan and the left scan of the other vehicle which the own vehicle detected A diagram schematically showing the relationship between time and light beam when another vehicle irradiates light beam spot of right scan and left scan The figure which shows the case where the angle of the own vehicle and another vehicle is an obtuse angle close | similar to 180 degree | times The figure which shows the case where the angle of the own vehicle and another vehicle is an acute angle close | similar to 0 degree | times The figure which shows the case where the angle of the own vehicle and other vehicles is near the right angle The flowchart which shows the flow of the collision judgment of the collision prediction apparatus which concerns on 1st Embodiment. The figure which shows the structure which incorporated the irradiation means in the headlight of a vehicle The figure which shows the structure which incorporated the detection part in the headlight of a vehicle The figure which shows a mode that the angle of the own vehicle and other vehicles is changing in the direction where the angle becomes an obtuse angle near 180 degree | times, and the angle becomes large. The figure which shows a mode that the angle of the own vehicle and other vehicles is changing at the acute angle close | similar to 0 degree | times and the angle becomes small. The figure which shows a mode that the angle of the own vehicle and other vehicles is changing in the direction where the angle becomes an obtuse angle near 180 degree | times, and the angle becomes small. The figure which shows a mode that the angle of the own vehicle and another vehicle is changing at the acute angle close | similar to 0 degree | times and the angle becomes large. The figure which shows a mode that the angle is changing in the predetermined range in which the angle of the own vehicle and other vehicles includes a right angle The flowchart which shows the flow of the collision judgment in 2nd Embodiment. The figure which shows the method of measuring the angle of the own vehicle and another vehicle from the number of the light beam spots of the other vehicle which the own vehicle detected A diagram showing the number of light beam spots detected when the host vehicle is at positions P1 and P2.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Collision prediction apparatus 2 Angle measurement means 3 Collision judgment means 4 Irradiation means 5 Notification means 6 Travel control means 7 Passenger protection means 11 Detection part 12 Angle determination part 13 Lens 14 Filter 15, 111 Light receiving element 16, 101 Beam generator 17 Beam Shaping lens 18 Polarization shaper 19 Scan actuator 21, 102 Polygon mirror 22 Reflecting mirror 41 Own vehicle 42 Other vehicle 100 Headlight 103, 113 Reflecting plate 104, 114 Lamp 105, 115 Bottom surface of headlight 112 Mirror

Claims (17)

A collision prediction apparatus for predicting a collision between another vehicle moving on the course of the own vehicle and the own vehicle,
Angle measuring means for measuring the angle of the traveling direction of the other vehicle with respect to the traveling direction of the host vehicle;
A collision prediction device comprising: a collision determination unit that determines the possibility of collision using at least one of the angle and the change in the angle.   The collision prediction device according to claim 1, wherein the collision determination unit determines that the collision probability is higher when the angle is within a predetermined range including a right angle than when the angle is not within the predetermined range.   In the collision determination means, when the angle is not within a predetermined range including a right angle, the case where the angle changes in a direction approaching a right angle is more than the case where the angle changes in a direction away from the right angle. The collision prediction apparatus according to claim 1, wherein the collision possibility is determined to be high.   The collision prediction device according to claim 1, wherein the collision determination unit determines that the possibility of collision is lower when the change in angle is equal to or greater than a predetermined value than when the change in angle is smaller than the predetermined value. .   5. The collision prediction device according to claim 1, wherein the collision determination unit determines whether to collide or not to collide using at least one of the angle or the change in the angle.   5. The collision prediction device according to claim 1, wherein the collision determination unit calculates a value indicating the possibility of collision using at least one of the angle or the change in the angle.   The collision according to claim 6, wherein the collision determination unit determines whether to collide or not to collide according to a magnitude relationship between a parameter used for collision determination and the threshold with a value indicating the possibility of collision as a threshold. Prediction device. The angle measuring means uses a predetermined area on the road surface in the traveling direction of the host vehicle as a detection area, and detects a light beam spot irradiated by the other vehicle on the road surface in the traveling direction of the other vehicle;
The collision prediction device according to claim 1, further comprising: an angle determination unit that determines the angle from the light beam spot detected by the detection unit. The other vehicle has at least two patterns of a first pattern and a second pattern in which a plurality of light beam spots irradiated at a predetermined time interval are different from each other in a trajectory direction connecting the plurality of light beam spots. Irradiated,
The angle determination unit includes a time interval in which a plurality of light beam spots included in the first pattern are detected by the detection unit, and a time interval in which a plurality of light beam spots included in the second pattern are detected by the detection unit. The collision prediction apparatus according to claim 8, wherein the angle is determined from a difference between the angle and the angle.   Irradiation means for irradiating a plurality of light beam spots irradiated at a predetermined time interval with at least two patterns of a first pattern and a second pattern having different trajectory directions connecting the plurality of light beam spots in the irradiation order. The collision prediction device according to claim 9 further provided.   In the first pattern, the locus of the light beam spot is drawn from the left side to the right side with respect to the traveling direction of the host vehicle, and the direction of the locus in which the plurality of light beam spots are connected in the irradiation order is the second pattern. The collision prediction apparatus according to claim 10, wherein a trajectory of the light beam spot is drawn so as to be opposite to the first pattern. Other vehicles irradiate a plurality of light beam spots so that the plurality of light beam spots are arranged in a substantially straight line,
The collision prediction apparatus according to claim 8, wherein the angle determination unit determines the angle from the number of the light beam spots detected by the detection unit.   The collision prediction apparatus according to claim 12, further comprising irradiation means for irradiating the plurality of light beam spots so that the plurality of light beam spots are arranged on a substantially straight line. The plurality of light beam spots are irradiated such that a line connecting the plurality of light beam spots is substantially perpendicular to the traveling direction of the host vehicle,
14. The collision prediction according to claim 13, wherein the detection unit is set so that the length of the detection region in a direction perpendicular to the traveling direction of the host vehicle is shorter than the length in the traveling direction of the host vehicle. apparatus.   The collision prediction apparatus according to claim 1, wherein the angle measurement unit measures the angle from a relative position of another vehicle detected by a radar or a camera image.   The collision prediction device according to any one of claims 1 to 7, wherein the angle measurement unit measures the angle with another vehicle by acquiring the position of the other vehicle acquired by GPS through inter-vehicle communication.   The collision determination means, when it is determined that a collision occurs, provides assistance to the occupant using assistance means for assisting the occupant in avoiding the collision or protecting the occupant. The collision prediction apparatus described.

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